Vehicle motion control device and vehicle motion control method

Abstract

The object of the present invention is to provide a vehicle motion control device that generates a target motion vector converging within a desired controllable range in a motion space, and controls the operation amounts of actuators uniformly to achieve a vehicle motion defined by the target motion vector, thereby improving ride comfort and operation feeling. The vehicle motion control device according to the present invention controls a vehicle motion by uniformly controlling a plurality of actuators in accordance with a running state, characterized by comprising: a vehicle motion planning section that generates a target motion vector based on input running state information; an operation amount arbitration section that calculates operation amounts of the actuators based on the target motion vector; and an actuator control section that controls the actuators based on the operation amounts, wherein the vehicle motion planning section generates the target motion vector within a controllable range in the motion space acquired from the operation amount arbitration section.

Description

Technical Field

[0001] This invention relates to a vehicle motion control device and a vehicle motion control method that optimizes vehicle motion based on driving conditions by uniformly controlling various actuators mounted on a car. Background Technology

[0002] In recent years, automobiles have needed to further improve passenger comfort and driver control, leading to the development of technologies that control vehicle movement by arbitrating multiple control requests.

[0003] For example, in the abstract of Patent Document 1, it is described that "in the control platform 10, the position control request arbitration unit 21 arbitrates and outputs multiple control requests in terms of position, and the position control request conversion unit 22 converts the control requests from the position control request arbitration unit 21 into control requests in terms of speed and outputs them. Then, the speed control request arbitration unit 31 arbitrates and outputs multiple control requests in terms of speed, and the speed control request conversion unit 32 converts the control requests from the speed control request arbitration unit 31 into control requests in terms of acceleration and outputs them. Next, the acceleration control request arbitration unit 41 arbitrates and outputs multiple control requests in terms of acceleration, and the acceleration control request conversion unit 42 converts the control requests from the acceleration control request arbitration unit 41 into control requests in a dimension (e.g., torque) corresponding to the control device that implements acceleration control and outputs them." Furthermore, in this document... Figure 1 The diagram shows the connection relationships between the position control request arbitration unit 21, speed control request arbitration unit 31, acceleration control request arbitration unit 41, etc. in the control platform 10.

[0004] That is, Patent Document 1 discloses a control request arbitration device that arbitrates multiple position control requests and generates a speed control request, arbitrates multiple speed control requests and generates an acceleration control request, and arbitrates multiple acceleration control requests and generates a torque control request.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2011-63098 Summary of the Invention

[0008] The technical problem to be solved by the present invention

[0009] When a car is in motion, in addition to executing various controls for driving and braking, steering control is also executed for turning. When the vehicle begins to turn, due to the vehicle's mechanical characteristics, the vehicle will passively undergo lateral acceleration, roll, pitch, yaw, and other vehicle movements after a delay, resulting in a decrease in ride comfort and handling. Therefore, a vehicle motion control device is needed to actively control the vehicle's movement according to the driving conditions, thereby improving ride comfort and handling during steering.

[0010] In Patent Document 1, the control platform focuses on the driving and braking of a vehicle traveling in a straight line, without considering steering control. Therefore, it does not arbitrate steering control requests with position, speed, and acceleration control requests. Furthermore, Patent Document 1 restricts the arbitration order of control requests to the aforementioned sequence, which cannot be arbitrarily set. Thus, assuming that steering control requests are included in the arbitration process, a difficult design is required to insert the arbitration order of intermittently occurring steering control requests at appropriate positions within the sequence of continuously occurring position, speed, and acceleration control requests.

[0011] In view of the above problems, the purpose of the present invention is to provide a vehicle motion control device and a vehicle motion control method, which generate a target motion vector that converges within a desired controllable range in the motion space, and achieve the vehicle motion defined by the target motion vector by uniformly controlling the operation of each actuator, thereby improving ride comfort and handling.

[0012] Technical solutions to solve technical problems

[0013] To address the aforementioned problems, the vehicle motion control device of the present invention provides unified control of multiple actuators based on the driving state, thereby controlling vehicle motion. The vehicle motion control device includes: a vehicle motion planning unit that generates a target motion vector based on input driving state information; an operation quantity arbitration unit that calculates the operation quantity of each actuator based on the target motion vector; and an actuator control unit that controls each actuator based on the operation quantity. The vehicle motion planning unit generates the target motion vector within a controllable range in the motion space obtained from the operation quantity arbitration unit.

[0014] Furthermore, the vehicle motion control method of the present invention controls the vehicle motion by uniformly controlling multiple actuators according to the driving state. The vehicle motion control method includes: a first step of generating a target motion vector within a controllable range of the motion space based on the input driving state information; a second step of calculating the operation amount of each actuator based on the target motion vector; and a third step of controlling each actuator based on the operation amount.

[0015] Invention Effects

[0016] According to the vehicle motion control device and vehicle motion control method of the present invention, a target motion vector within a desired controllable range that converges in the motion space is generated. By uniformly controlling the operating quantities of each actuator, the vehicle motion defined by the target motion vector is realized, thereby improving ride comfort and handling. Attached Figure Description

[0017] Figure 1 This is a top view illustrating a simplified structure of a vehicle according to one embodiment.

[0018] Figure 2 This is a side view of a vehicle used to illustrate the lift force generated by the braking force.

[0019] Figure 3A This is a rear view of a vehicle illustrating its lift and actual body posture when there is no lateral force.

[0020] Figure 3B This is a rear view of a vehicle illustrating the lift force and actual vehicle posture when there is lateral force.

[0021] Figure 4 This is a functional block diagram of a vehicle motion control device according to one embodiment.

[0022] Figure 5A It is an example of a motion vector within the motion space.

[0023] Figure 5B This is another example of a motion vector within the motion space.

[0024] Figure 6 It is an example of the controllable range within the motion space when moving at a constant speed.

[0025] Figure 7 It is an example of the controllable range within the motion space during acceleration.

[0026] Figure 8 This is a flowchart illustrating the processing of a vehicle motion control device according to one embodiment.

[0027] Figure 9 This is a top-down view of the vehicle entering a left curve.

[0028] Figure 10 yes Figure 9 A graph showing the driver's operation information and the target's motion vector.

[0029] Figure 11 This is a graph illustrating the difference in effectiveness between the present invention and the prior art.

[0030] Figure 12 This is a graph illustrating the difference in effectiveness between the present invention and the prior art. Detailed Implementation

[0031] Hereinafter, with reference to the accompanying drawings, embodiments of the vehicle motion control device of the present invention will be described.

[0032] use Figures 1 to 10 This describes a vehicle motion control device according to an embodiment of the present invention.

[0033] <Brief Structure of Vehicle 1>

[0034] Figure 1 This is a top view showing a simplified structure of the vehicle 1 involved in this embodiment. As shown here, the vehicle 1 has wheels 11, an electric motor 12, a suspension 13, a steering gear 14, a brake 15, and a stabilizer 16 mounted on the vehicle body 10. In addition, the forward and backward direction of the vehicle 1 is defined as the x-axis (forward direction is positive), the lateral direction is defined as the y-axis (left direction is positive), and the vertical direction is defined as the z-axis (upward direction is positive).

[0035] The wheel 11 supports the vehicle body 10 and contacts the road surface to provide traction. In this embodiment, the wheel 11 includes the left front wheel 11. FL Right front wheel 11 FR 11 left rear wheel RL Right rear wheel 11 RR These are the four wheels. Below, regarding the left front wheel 11... FL Corresponding structural label FL , for the right front wheel 11 FR Corresponding structural label FR Regarding the left rear wheel 11 RL Corresponding structural label RL Regarding the right rear wheel 11 RR Corresponding structural label RR In addition, regarding the left front wheel 11 FL and right front wheel 11 FR The corresponding structural labels of the two F Regarding the left rear wheel 11 RL and right rear wheel 11 RR The corresponding structural labels of the two R .

[0036] In-wheel type electric motor 12(12) FL 12 FR 12 RL 12 RR These motors are installed on each wheel 11, and each wheel 11 rotates independently (forward or reverse) via these motors 12.

[0037] Suspension 13 (13) FL 13 FR 13RL 13 RR These suspensions 13 are positioned between each electric motor 12 and the vehicle body 10, and together they form a suspension system for absorbing vibrations or impacts generated on each wheel 11, thereby improving vehicle stability and ride comfort. Furthermore, the suspension 13 can be a super-coil suspension with springs and shock absorbers, such as a semi-active suspension combining a viscous damper and a coil spring, an active suspension combining an adjustable-length damper and a coil spring, or an electric suspension using a combination of a linear motor or rotary motor and a rotary direct-drive mechanism. The following describes the case where the suspension 13 is an active suspension.

[0038] Steering gear 14 is a device for steering the wheels 11 and determining the direction of travel of the vehicle 1. In this embodiment, steering gear 14 includes a device for steering the left front wheel 11. FL Steering gear 14 FL Used to make the right front wheel 11 FR Steering gear 14 FR Used to make the left rear wheel 11 RL And the right rear wheel 11 RR Steering gear 14 R These three.

[0039] Brake 15 is a device for braking the rotation of wheel 11. In this embodiment, it includes a brake for the left front wheel 11. FL Brake 15 FL 11 for the right front wheel FR Brake 15 FR 11 for the left rear wheel RL Brake 15 RL , and for the right rear wheel 11 RR Brake 15 RR These four devices.

[0040] The stabilizer 16 is a device that suppresses the roll of a moving vehicle by being linked to the vertical movement of the left and right wheels. In this embodiment, the stabilizer 16 is a control stabilizer whose torsion angle can be adjusted electrically. Furthermore, in this embodiment, a front stabilizer 16 is included. F and stabilizer 16 for rear R These two stabilizers.

[0041] <The self-lift force Jx generated by the braking driving force Fx>

[0042] Here, using Figure 2This section explains the lift force Jx applied to the vehicle body 10 during acceleration by the driving or braking forces of each wheel (hereinafter referred to as "braking driving force Fx"). Furthermore, the "lift force" can be categorized into a positive lift force as an upward force and a negative lift force as a downward force.

[0043] Figure 2 This is a side view of vehicle 1 accelerating forward, with front wheels 11. F and rear wheel 11 R Rotate in the direction of the arrow in the diagram. In this case, as a reaction to the rotation of wheel 11, the road surface impacts the front wheel 11. F Apply a forward braking force Fx F Also, the rear wheel 11 R Apply a forward braking force Fx R Furthermore, due to the braking force Fx on the front side... F Make the front wheels 11 F instantaneous rotation center O around the front side F The rotation generates a downward lift force Jx on the front side of the vehicle body 10. F On the other hand, due to the rear braking force Fx R Make the wheel 11 R instantaneous rotation center O around the rear side R The rotation generates an upward lift force Jx at the rear of the vehicle body 10. R Due to the aforementioned self-lift force Jx, the pitch of the vehicle body 10 during acceleration and deceleration changes delayed and passively after the start of acceleration and deceleration.

[0044] Additionally, the instantaneous rotation center O in front F With front wheel 11 F The straight line connecting the contact points serves as the virtual swing arm SA F , virtual swing arm SA F Let the angle between the road surface and the road surface be θ. F Then the self-lift force Jx F The size is calculated according to Equation 1.

[0045] [Mathematical Expression 1]

[0046] Jx F =Fx F ·tanθ F …(Equation 1)

[0047] Similarly, if we take the instantaneous rotation center O at the rear... R With rear wheel 11 R The straight line connecting the contact points is set as the virtual swing arm SA. R , virtual swing arm SA R Let the angle between the road surface and the road surface be θ.R Then the self-lift force Jx R The size is calculated according to Equation 2.

[0048] [Mathematical Expression 2]

[0049] Jx R =Fx R ·tanθ R …(Equation 2)

[0050] <The self-lifting force Jy generated by the lateral force Fy>

[0051] Next, use Figure 3A and Figure 3B This illustrates the relationship between the self-lift force Jy, which is exerted on the vehicle body 10 by the lateral force Fy of each wheel, and the actual vehicle body attitude in vehicle 1.

[0052] Figure 3A This diagram illustrates the condition where there is no lateral force Fy, in which vehicle 1 travels straight, for example, as shown in the top view on the left. In this case, as shown in the rear view on the right, no lateral force Fy is generated, and the vehicle body 10 remains approximately level. Figure 3A As shown, in vehicle 1 of this embodiment, the upper end of motor 12 is connected to vehicle body 10 via suspension 13, and the lower end of motor 12 is connected to vehicle body 10 via lower arm 17.

[0053] on the other hand, Figure 3B This diagram illustrates a situation where a lateral force Fy exists, in which vehicle 1 turns to the right, for example, as shown in the top view on the left. In this case, as shown in the rear view on the right, the road surface aligns with the left rear wheel 11 as a reaction to the steering of wheel 11. RL Apply a lateral force Fy to the right. RL 11 to the right rear wheel RR A lateral force Fy is also applied to the right. RR Then, through the lateral force Fy on the left... RL , on the lower arm 17 RL The end of the vehicle body on the 10th side generates an upward lift force Jy. RL On the other hand, through the lateral force Fy on the right side RR Lower arm 17 RR The end of the vehicle body on the 10th side generates a downward lift force Jy. RR Due to the aforementioned self-lifting force Jy, the amount of roll on the vehicle body 10 during the turning process changes delayed and passively after the start of the turn.

[0054] <Brief Structure of Vehicle Motion Control Device 2>

[0055] Pitch caused by the braking driving force Fx during the acceleration and deceleration processes, roll caused by the lateral force Fy during the turning process, etc. will deteriorate the riding comfort of passengers and the operation feeling of the driver. Therefore, the vehicle motion control device 2 of the present embodiment uniformly controls the operation amounts of the respective actuators to optimize the vehicle body attitude according to the driving state.

[0056] Figure 4 It is a functional block diagram of the vehicle motion control device 2 of the present embodiment. As shown here, the vehicle motion control device 2 is a control device including: a vehicle motion planning unit 21, an operation amount arbitration unit 22, a motor control unit 23, a suspension control unit 24, a steering control unit 25, a brake control unit 26, and a stabilizer control unit 27. In addition, the vehicle motion control device 2 is specifically a computer such as an ECU (Electronic Control Unit) having an arithmetic device such as a CPU, a storage device such as a semiconductor memory, and hardware including a communication device, etc., and a control unit of a driving device as each control object. Each part will be described in sequence below.

[0057] <Vehicle motion planning unit 21>

[0058] The vehicle motion planning unit 21 plans a target motion vector of six degrees of freedom within the motion vector controllable range described later based on driver operation information, external information, and sensor information. The driver operation information is, for example, steering information when the driver turns the steering wheel, accelerator pedal information when stepping on the accelerator pedal, decelerator pedal information when stepping on the decelerator pedal, etc. In addition, the external information is, for example, road curvature and road surface friction obtained from a camera and a car navigation system. In addition, the sensor information is various information such as vehicle speed, vehicle acceleration, and vehicle attitude obtained from sensors provided on the vehicle body 10.

[0059] Here, use Figure 5A 、 Figure 5B to illustrate the motion vector of the present embodiment.

[0060] Figure 5A The exemplified motion vector is a vector that defines the vehicle motion of six degrees of freedom and is a vector with a face (有顔ベクトル) arranged in a motion space composed of three axes of longitudinal acceleration Ax, lateral acceleration Ay, and vertical acceleration Az. And, the starting point (Gx, Gy, Gz) of the vector defines the acceleration in each of the x, y, and z directions. In addition, the tilt angle with respect to the Ay - Az plane defines the roll angle φ, the tilt angle with respect to the Az - Ax plane defines the pitch angle θ, and the attitude (direction of the face) of the vector defines the yaw rate r.

[0061] On the other hand, Figure 5B The exemplified motion vector in is a vector that defines the same as Figure 5AThe six different degrees of freedom of vehicle motion vectors are face vectors configured in a motion space consisting of three axes: longitudinal acceleration Ax, lateral acceleration Ay, and vertical position Z. Furthermore, the starting point (Gx, Gy, Z) of the vector defines the longitudinal acceleration Ax, the lateral acceleration Ay, and the vertical position Z. Additionally, the roll angle φ is defined for the tilt angle in the Ay-z plane, the pitch angle θ is defined for the tilt angle in the Z-Ax plane, and the yaw rate r is defined for the vector's attitude (direction of the face). Furthermore, the motion vectors in this embodiment are not limited to... Figure 5A and Figure 5B The illustrated motion vector may also include other parameters.

[0062] <Operational Arbitration Department 22>

[0063] The operation quantity arbitration unit 22 calculates the operation quantity of each actuator based on external information, sensor information, and target motion vector, and calculates the controllable range of the motion vector in the motion space based on the motion information from each actuator.

[0064] Here, using Figure 6 , Figure 7 The explanation of the operation quantity arbitration unit 22 is based on the three axes of acceleration Ax, Ay, and Az. Figure 5A An example of the controllable range of motion vectors set in the motion space.

[0065] Figure 6 (a) illustrates an example of the controllable range of the motion vector set by the operation quantity arbitration unit 22 when the vehicle 1 is traveling at a constant speed. This is an example of the initial value of the controllable range. The controllable range shown here is a range set based on the specifications of each actuator, for example, by using... Figure 6 (b) The keyhole-shaped region shown in the Ax-Az plane is rotated about the Az axis to form a three-dimensional shape. Additionally, in Figure 6 In (a), the lower flat spherical portion represents the settable range of the motion vector's starting point, indicating that acceleration in three directions must be set within this range. Additionally, the upper truncated cone portion represents the tiltable range of the motion vector, indicating that roll angle φ and pitch angle θ must be set within this range. Therefore, if vehicle 1 is traveling at a constant speed, the vehicle motion control unit 21... Figure 6 Within the controllable range of (a), generate the target motion vector that defines the vehicle's motion.

[0066] on the other hand, Figure 7 (a) illustrates the controllable range of the motion vector set by the operation amount arbitration unit 22 when the vehicle 1 is accelerating. During the acceleration of the vehicle 1, for example, the spare power of the electric motor 12, which can be used to improve ride comfort and handling, decreases, therefore... Figure 7As shown in (b), the permissible range of positive values ​​for the preceding and following accelerations Ax narrows. Therefore, compared with... Figure 6 (a) In comparison, Figure 7 (a) The controllable range becomes a three-dimensional shape eroded on the positive direction side of the Ax axis. Therefore, if vehicle 1 is accelerating, the vehicle motion control unit 21 is more than Figure 6 (a) Narrower Figure 7 Within the controllable range of (a), generate the target motion vector that defines the vehicle's motion.

[0067] <Motor Control Unit 23 ~ Stabilizer Control Unit 27>

[0068] The electric motor control unit 23 controls each electric motor 12 based on the operation amount information from the operation amount arbitration unit 22. The suspension control unit 24 controls each suspension unit 13 based on the operation amount information from the operation amount arbitration unit 22. The steering control unit 25 controls each steering gear 14 based on the operation amount information from the operation amount arbitration unit 22. The brake control unit 26 controls each brake 15 based on the operation amount information from the operation amount arbitration unit 22. The stabilizer control unit 27 controls each stabilizer 16 based on the operation amount information from the operation amount arbitration unit 22.

[0069] Here, it can be seen that if we consider Figure 2 The principle of pitch generation by the driving force Fx explained herein allows for the active generation of the desired pitch by appropriately and individually controlling the motor 12 and the brake 15. Furthermore, it is understood that considering the… Figure 3B The principle of roll generation by the lateral force Fy explained herein can be used to actively generate the desired roll by appropriately controlling the steering gear 14 individually. Furthermore, desired pitch or roll can also be actively generated by appropriately controlling each suspension 13 or stabilizer 16. In other words, it is understood that by appropriately arbitrating the operating amounts of each actuator by the operating amount arbitration unit 22, desired pitch and roll can be actively generated.

[0070] In addition, the motor control unit 23 sends the operation information of each motor 12 to the operation amount arbitration unit 22. The suspension control unit 24 sends the operation information of each suspension 13 to the operation amount arbitration unit 22. The steering control unit 25 sends the operation information of each steering gear 14 to the operation amount arbitration unit 22. The brake control unit 26 sends the operation information of each brake 15 to the operation amount arbitration unit 22. The stabilizer control unit 27 sends the operation information of each stabilizer 16 to the operation amount arbitration unit 22.

[0071] <Flowchart>

[0072] Next, use Figure 8 The flowchart illustrates the control content of the vehicle motion control device 2 in this embodiment.

[0073] First, in step S1, the initial values ​​of the driver's operation information, external information, sensor information, and the controllable range of the motion vector are set (e.g., ...). Figure 6 Input to Vehicle Motion Planning Department 21.

[0074] Next, in step S2, the vehicle motion planning unit 21 calculates a target motion vector corresponding to the driving state based on input driver operation information (e.g., steering information). The target motion vector calculated here could be, for example, as shown below. Figure 5A The definition of a vehicle motion vector with six degrees of freedom—forward acceleration Gx, lateral acceleration Gy, vertical acceleration Gz, roll angle φ, pitch angle θ, and yaw rate r—can also be as follows: Figure 5B That is defined as a face vector of vehicle motion with six degrees of freedom: acceleration Gx in the forward and backward direction, acceleration Gy in the lateral direction, position Z in the vertical direction, roll angle φ, pitch angle θ, and yaw rate r.

[0075] In step S3, the vehicle motion planning unit 21 determines whether the calculated target motion vector is within the controllable range of the motion vector input from the operation quantity arbitration unit 22. If it is not within the range, the process proceeds to step S4; if it is within the range, the process proceeds to step S5.

[0076] In step S4, the vehicle motion planning unit 21 changes the calculation conditions for the target motion vector. For example, it further reduces the upper limits of the acceleration Gx in the forward and backward directions, the roll angle φ, the pitch angle θ, etc.

[0077] On the other hand, in step S5, the vehicle motion planning unit 21 outputs the target motion vector that has been confirmed to be within the controllable range.

[0078] In step S6, the operation quantity arbitration unit 22 calculates and outputs the operation quantity (target value) of each actuator, so that the vehicle motion with 6 degrees of freedom defined by the target motion vector output by the vehicle motion formulation unit 21 can be realized.

[0079] In step S7, the motor control unit 23 to the stabilizer control unit 27 control each actuator based on the operating quantity of each actuator output by the operation quantity arbitration unit 22, thereby changing the vehicle movement according to the driving state. Additionally, the motor control unit 23 to the stabilizer control unit 27 send the operation information of each actuator to the operation quantity arbitration unit 22.

[0080] In step S8, the operation quantity arbitration unit 22 calculates the controllable range of the motion vector based on the action information of each actuator, sensor information, and external information. For example, if vehicle 1 is accelerating, the operation quantity arbitration unit 22 calculates as follows: Figure 7 (a) The controllable range of the solid shape eroded on the positive side of the Ax axis as illustrated.

[0081] In step S9, the operation quantity arbitration unit 22 outputs the controllable range of the motion vector calculated in step S8 to the vehicle motion planning unit 21. Then, it returns to step S3.

[0082] Then, in another step S3, the vehicle motion planning unit 21 determines whether the current target motion vector is within the controllable range of the motion vector updated in step S9. The result of this series of processes is that the target motion vector planned by the vehicle motion planning unit 21 always converges within the controllable range calculated by the operation quantity arbitration unit 22 based on the driving state.

[0083] As explained above, according to this embodiment, after updating the controllable range of the motion vector based on the operating state of each actuator, the target motion vector is recalculated so that it converges within the updated controllable range. Therefore, for example, even during the steering of vehicle 1, the operating amount of each actuator can be set to improve passenger ride comfort and driver feel.

[0084] <Examples of application in real-world environments>

[0085] Next, use Figures 9 to 12 This describes the effect of applying the vehicle motion control device 2 of this embodiment to a real environment.

[0086] Figure 9 This is a top view showing vehicle 1 entering a left curve. The section before point A is a straight section; from point A to point B is a section with monotonically increasing curvature; from point B to point C is a section with constant curvature; from point C to point D is a section with monotonically decreasing curvature; and from point D onwards, it is a straight section. Additionally, Figure 10 yes Figure 9 A time-series graph showing the driver's operation information and the target motion vector of vehicle 1.

[0087] like Figure 10 As shown in (a), the driver gradually increases the steering input in the monotonically increasing curvature range (A-B), keeps the steering input constant in the constant curvature range (B-C), and gradually decreases the steering input in the monotonically decreasing curvature range (C-D). Due to the so-called "slow in, fast out" principle, the driver operates the deceleration pedal before entering the monotonically increasing curvature range (A-B) and the accelerator pedal before exiting the monotonically decreasing curvature range (C-D). When the above driver operation information is input, the vehicle motion control unit 21 of this embodiment calculates as follows: Figure 10 (b) shows the changing target motion vector.

[0088] Figure 11 It compares the lateral acceleration (dashed line) generated when the vehicle 1 is not controlled using this invention with the acceleration generated based on... Figure 10(b) A graph comparing the lateral acceleration (solid line) generated when the target motion vector controls vehicle 1. That is, as... Figure 11 As shown, according to this embodiment, (a) the lateral acceleration Ay, (b) the longitudinal acceleration Ax, and (e) the pitch angle θ exhibit smoother changes, (c) the variation in vertical acceleration Az disappears, and (d) the roll angle φ changes from a rightward tilt in the opposite direction of the turning direction to a leftward tilt in the turning direction. This improves passenger comfort and driver feel. Figure 11 Only the area before and after the monotonically increasing curvature interval (A-B) is shown, but the same effect can be obtained before and after the monotonically decreasing curvature interval (C-D).

[0089] in addition, Figure 12 This is an explanation Figure 11 A graph showing effects other than those shown. Figure 12 (a) is a graph showing the relationship between the longitudinal acceleration Ax and the lateral acceleration Ay generated on vehicle 1. As shown, the prior art graph (dashed line) is a roughly equilateral triangle and exhibits a timing of abrupt changes in the relationship between the two accelerations. In contrast, the graph (solid line) of this embodiment is a roughly circular shape and does not exhibit timing of abrupt changes in the relationship between the two accelerations. Therefore, according to this embodiment, the accelerations Ax and Ay cooperate to improve ride comfort and handling.

[0090] on the other hand, Figure 12 (b) is a graph showing the relationship between lateral acceleration Ay (dashed line) and roll that occurs after the lateral acceleration Ay, according to the mechanical characteristics of vehicle 1. As shown here, the roll (dashed line) in the prior art not only has a large delay with lateral acceleration Ay (dashed line), but the shape of the graph is also different. On the other hand, the roll (solid line) in this embodiment not only has a relatively small delay with lateral acceleration Ay (dashed line), but the shape of the graph is also roughly the same. Therefore, it can be seen that according to this embodiment, the roll delay relative to lateral acceleration Ay can be suppressed, and the change shapes of lateral acceleration Ay and roll can be made consistent, thereby improving ride comfort and handling.

[0091] According to the vehicle motion control device of this embodiment described above, a target motion vector that converges within a desired controllable range in the motion space is generated. By uniformly controlling the operation of each actuator, the vehicle motion defined by the target motion vector is realized, thereby improving ride comfort and handling.

[0092] Label Explanation

[0093] 1…Vehicle, 10…Car body, 11…Wheel, 12…Electric motor, 13…Suspension, 14…Steering gear, 15…Brake, 16…Stabilizer, 17…Lower arm, 2…Vehicle motion control device, 21…Vehicle motion control unit, 22…Operating amount arbitration unit, 23…Electric motor control unit, 24…Suspension control unit, 25…Steering control unit, 26…Brake control unit, 27…Stabilizer control unit, Fx…Brake driving force, Jx…Lift force generated by brake driving force, Fy…Lateral force, Jy…Lift force generated by lateral force, Ax…Aron-and-aft acceleration, Ay…Lateral acceleration, Az…Vertical-vertical acceleration, φ…Roll angle, θ…Pitch angle, r…Yaw rate.

Claims

1. A vehicle motion control device that controls vehicle motion by uniformly controlling multiple actuators according to the driving state, characterized in that it comprises: A vehicle motion planning unit generates a target motion vector based on the input driving state information; An operation quantity arbitration unit calculates the operation quantity of each actuator based on the target motion vector; as well as An actuator control unit controls each actuator based on the said operating quantity. The vehicle motion planning unit generates the target motion vector within a controllable range of the motion space obtained from the operation quantity arbitration unit. The target motion vector is a vector that defines the vehicle motion in six degrees of freedom: acceleration in the forward and backward direction, lateral acceleration, vertical acceleration, roll angle, pitch angle, and yaw rate. It is a vector with a starting point on the motion space composed of the three axes of acceleration in the forward and backward direction, lateral acceleration, and vertical acceleration. The acceleration in the forward and backward direction, lateral acceleration, and vertical acceleration are defined by the tilt angle in the motion space, and the yaw rate is defined by the attitude in the motion space.

2. A vehicle motion control device, which controls the movement of a vehicle by uniformly controlling multiple actuators according to the driving state, characterized in that it comprises: A vehicle motion planning unit generates a target motion vector based on the input driving state information; An operation quantity arbitration unit calculates the operation quantity of each actuator based on the target motion vector; as well as An actuator control unit controls each actuator based on the said operating quantity. The vehicle motion planning unit generates the target motion vector within a controllable range of the motion space obtained from the operation quantity arbitration unit. The target motion vector is a vector that defines the vehicle motion in six degrees of freedom: acceleration in the forward and backward direction, lateral acceleration, position in the vertical direction, roll angle, pitch angle, and yaw rate. It is a vector with a starting point set on the motion space composed of the three axes of acceleration in the forward and backward direction, lateral acceleration, and position in the vertical direction. The roll angle and pitch angle are defined by the tilt angle in the motion space, and the yaw rate is defined by the attitude in the motion space.

3. The vehicle motion control device as described in claim 1 or 2, characterized in that, The driving state is defined by driver operation information, external information, or sensor information of the vehicle body.

4. The vehicle motion control device as described in claim 1 or 2, characterized in that, The actuator control unit sends the action information of each actuator to the operation quantity arbitration unit. The operation quantity arbitration unit updates the controllable range in the motion space based on the action information of each actuator.

5. The vehicle motion control device as described in claim 4, characterized in that, When the operation amount arbitration unit updates the controllable range in the motion space, the vehicle motion planning unit generates the target motion vector within the controllable range updated by the operation amount arbitration unit.

6. A vehicle motion control method, which controls vehicle motion by uniformly controlling multiple actuators according to the driving state, characterized in that it includes: The first step is to generate the target motion vector within the controllable range of the motion space based on the input driving status information. The second step is to calculate the operating amount of each actuator based on the target motion vector; as well as The third step is to control each actuator based on the aforementioned operational parameters. The target motion vector is a vector that defines the vehicle motion in six degrees of freedom: acceleration in the forward and backward direction, lateral acceleration, vertical acceleration, roll angle, pitch angle, and yaw rate. It is a vector with a starting point on the motion space composed of the three axes of acceleration in the forward and backward direction, lateral acceleration, and vertical acceleration. The acceleration in the forward and backward direction, lateral acceleration, and vertical acceleration are defined by the tilt angle in the motion space, and the yaw rate is defined by the attitude in the motion space.

7. A vehicle motion control method, which controls vehicle motion by uniformly controlling multiple actuators according to the driving state, characterized in that it includes: The first step is to generate the target motion vector within the controllable range of the motion space based on the input driving status information. The second step is to calculate the operating amount of each actuator based on the target motion vector; as well as The third step is to control each actuator based on the aforementioned operational parameters. The target motion vector is a vector that defines the vehicle motion in six degrees of freedom: acceleration in the forward and backward direction, lateral acceleration, position in the vertical direction, roll angle, pitch angle, and yaw rate. It is a vector with a starting point set on the motion space composed of the three axes of acceleration in the forward and backward direction, lateral acceleration, and position in the vertical direction. The roll angle and pitch angle are defined by the tilt angle in the motion space, and the yaw rate is defined by the attitude in the motion space.

8. The vehicle motion control method as described in claim 6 or 7, characterized in that, It also includes a fourth step of updating the controllable range in the motion space based on the motion information of each actuator.

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